Electrical block train-control system.



J. B. TONNAR.

ELECTRICAL BLOCK TRAIN CONTROL SYSTEM.

I APPLICATION FILED DEG.11, 1908. 961,177, A Patented June 14,1910.

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J. B. TONNAR.

ELECTRIGAL BLOCK TRAIN CONTROL SYSTEM.

APPLICATION FILED DEC. 11, 1908.

Patented June 14, 1910 3 SHEETS*-SHEBT 2.

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UNITED STATES PATENT OFFICE.

JOHN B. TONNAR, 0F CLAYTON, WASHINGTON.

ELECTRICAL BLOCK TRAIN-CONTROL SYSTEM.

To all whom it may concern:

Be it known that 1, JOHN B. TONNAR, a citizen of the United States, residing at Clayton, in the county of Stevens and State of \Vashington, have invented certain new and useful Improvements in Electrical Block Train-Control Systems, of which the follow ing is a specification.

This invention relates to signal apparatus, and more particularly to an electrical block system adapted for use to control trains in a block at a distance from the block stat-ion.

Another object is to provide such a system which will also provide means for communication between a block operator and engineer on a train when checked by the block operator, in order that any necessary instructions may be given for the operation of the train.

A further object is to provide an effective means by which the train may be brought to a stop under the manipulation of the block operator.

A most important object of the device is to provide a novel and effective mechanism for operating the throttle and air-brake on a train, which may be controlled electrically.

Another very important object of the invention is to provide a controlling mechanism in which the air-brake will be operated only after the throttle is entirely closed, so as to avoid danger of injury to the engine by the severe application of the brake while the ower is applied as in the case with pres ent c evices of a similar nature.

Other objects and advantages will be apparent from the following description, and it will be understood that changes in the specific structure shown and described may be made within the scope of the claims, and that any suitable materials may be used without departing from the spirit of the invention.

In the drawings forming a part of this specification, and inwhich like numerals and letters of reference indicate similar parts in the several views,

Figure 1 is a diagrammatic view of a railroad block section adapted for the operation of a train equipped with this system, Fig. 2 is a diagrammatic view of the brake and throttle operating mechanism, and magnetic controlling means upon an engine, Fig. 3 is a detail of a modified form of brake and air operating means in which a magnet is utilized for the operation. of the Specification of Letters Patent.

Application filed December 11, 1908.

Patented June 14, 1910.

Serial No. 467,089.

device, Fig. 4: is a similar view in which the device is adapted to be operated by air or steam, electrically controlled. Fig. 5 is a cross sectional diagram of an engine equipped with my apparatus.

Referring to the drawings, there is shown a section of railway track A, and a block station B adjacent thereto, and a series of controls C disposed at intervals along the track. The controls comprise spaced longitudinally extending contact rails 10 which may be of any desirable length, one being disposed adjacent and inwardly of each rail of the track. One of the rails is suitably grounded, and the other is connected to an insulated wire 14 extending to a switch 15 disposed in the block-house B. The switch and wire 14 are connected in series with a battery 16 one pole of which is properly grounded. The switch 15 is a two-way switch, and connected in series between the switch and battery 16 there is a telephone 20, adapted for use to communicate with a properly equipped train when within one of the controls.

In Fig. 5, there is shown a portion of an engine C, carrying contact members 21 at opposite sides positioned to engage the rails 10, 10, and being wired in series with a control magnet 22.

Supported in a suitable manner, there is shown a series of cylinders 25, 26, 27 and 28. The cylinder 25 is provided with centrally perforated heads 29 at each end, through which there is slidably engaged a shaft 30 carrying a piston head 31 centrally thereof within the cylinder 25. The openings through the heads 29 are provided with suitable boxings, the necessity for which will be subsequently apparent. Attached to the lower end of the shaft 30, there is a weight 32, and the upper end of the rod 30 is connected to the throttle in a suitable manner to operate the throttle to shut off steam under the action of the weight. Normally, the device is held in inoperative position by means of a quantity of oil D disposed in the cylinder 25 to retain the piston 31 at the upper end of the chamber, and the device is adapted to be operated by the opening of a valve 35 at the base of the cylinder 25, from which valve connection is made with the base of the cylinder 26 as shown.

It will be seen that the valve 35 is provided with suitable connections extending to a reciprocating armature 36, disposed adj acent to the magnet 22, so that it will thus be seen that when the switch 15 is closed at the block-station, the valve 35 will be operated to allow the escape of the oil from the cylinder 25, when the weight 32 will gradually close the throttle, as will be understood.

The cylinder 26 is closed at its lower end and provided at its upper end with a head 37 similar to heads 29, through which there is engaged a shaft 38 carrying a piston 39. The upper end of the shaft 38 carries a head 40 adapted to strike a valve operating means e1 when at the upper limit of its movement, to release a brake operating device 42, similar to that for operating the throttle. The air-brake operating mechanism 42 comprises the cylinder 27, which is similar in shape to the cylinder 25, and having a similar shaft and attached weight at?) and 44:, the movement of which is resisted by the piston head t5 engaging the oil or equivalent substance to force it through a valve 46, into the cylinder 28 which is closed at its lower end and provided with a suitable vented top 47.

It will be seen that the connections ll are made to the valve to, so that the brakes will be gradually applied upon a train after the piston 31 and shaft 30 have moved inwardly to close the throttle. It will thus be apparent that a train may be brought to a gradual stop without severely straining any of its structure, or producing unnecessary alarm among passengers. Disposed within the engine cab, there is a telephone in circuit with the contact members 21, and provided with a switch &8, so that the phone may be normally cut out of the circuit and utilized after the train is brought to a standstill to learn the reason of the stop and to receive any necessary directions.

In Fig. 4:, there is shown a modification of the device, in which the operating weights are eliminated, and the bases of the cylinders 25 and 27 are closed. In place of the valves 85 and 46, connections are made with the tops of the cylinders 25 and 27, either to the air supply of the air-bralre system or the boiler, and suitable valves 50 and 51, are provided, the first being operable by a magnet and armature 52 and 53, similar to those 22 and 36, and the valve 51 being operable in a manner similar to that numbered &6. In Fig. 3, there is shown a further modification of the device, in which the device is adapted to be electrically operated. In this form of the device, the shaft 30 is extended through the cylinder 25 as shown in the first form, and is provided with an armature portion 60 adapted to be drawn into a tubular magnet 61 suitably connected with the contacts. Thus, upon completion of the operation of the throttle, the circuit is diverted to the magnet 63, to operate the air-brake mechanism.

It will be understood that any combination of the novel details in the several forms illustrated herein may be made within the scope of the claims, including the elimination of any structure or function found superfiuous.

hat is claimed is 1. A device of the class described comprising a cylinder, a piston reciprocable therein, means for operating the piston, means for connecting said reciprocating member to a throttle, retarding means engaged with the reciprocating member, a second cylinder, a reciprocating member engaged therewith, a brake operating means connected with said second reciprocating member, means for actuating the second named reciprocating member, means carried by the first named reciprocating member to control said second named means, and retarding means engaged with the second named reciprocating member.

2. A device of the class described comprising a cylinder, a piston member reciprocable therein, throttle operating means connected with the piston, a resistant fiuid disposed within the cylinder to retard the movement of the cylinder, a second cylinder, connections between the cylinders for passage of fluid matter from one to the other of the cylinders, a piston in the second cylinder movable by said fluid, and brake operating means adapted to be engaged by the second piston at a predetermined point in its movement.

3. A device of the class described comprising a cylinder, a piston reciprocable therein, means for operating the piston, throttle operating means connected with the piston, a retarding fluid disposed in the piston, a second cylinder, connections between the cylinders to allow passage of fluid from one to the other, a second piston disposed within the second cylinder, a third cylinder, a piston operated therein, means for operating the piston, brake operating means connected with the piston, a retarding fluid disposed in the cylinder, an outlet therefor, an actuating member adapted to be engaged by the second named piston for operation of the third mentioned piston at a predetermined point in the movement of the first named piston.

4:. A device of the class described comprising a headed cylinder, a piston reciprocable therein, means for reciprocating the piston, throttle operating means connected with the piston, a retarding fiuid disposed in the cylinder, a second similar cylinder, connec tions between the cylinders for passage of the retarding fluid from one to the other, means for governing the flow of the fluid, a second piston reciprocable in the second cyl-. inder adapted to be operated by said fluid, and brake operating means adapted to be engaged by said second piston at a predeter- I mined point in its movement.

5. A device of the class described compris ing a headed cylinder, a piston reciprocable therein, means for operating the piston, throttle operating means connected With the piston, a retarding fiuid disposed Within the cylinder, a second cylinder, connections between the cylinders for the passage of fluid from one to the other, a second piston carried Within the second cylinder, and adapted to be moved by said fluid, a third cylinder, a piston reciprocable therein, means for operating the piston, brake operating means connected with the piston, a retarding fluid in the last named cylinder, a reservoir member disposed adjacent thereto, connections between the reservoir and the last named cylinder for the passage of fluid from one to the other, means for governing the passage of the fluid from the last named cylinder to the reservoir, a controller for the brake operating mechanism, said controller adapted to be engaged by the second named piston for operation of the brake at a predetermined point in the movement of the first named piston.

In testimony whereof I atlix my signature, in presence of two Witnesses.

J OHN B. TONNAR.

Witnesses:

ANDY ANDERSEN, MARTIN OLSON. 

